Railway-brake.



PATENTED MAR. 7, 1905.

I. HALLOT.

RAILWAY BRAKE.

APPLIUATION FILED JULY 7, 1902.

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P. HALLOT.

RAILWAY BRAKE.

APPLICATION FILED JULY 7, 1902.

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No. 784,489. PATENTED MAR. '7, 1905.

P. HALLOT.

RAILWAY BRAKE.

APPLIOATION FILED JULY 7, 1902` a SHEETS-SHEET s.

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Patented March '7, 1905.

PATENT Fries.

PAUL HALLOT, OF VINCENNES, FRANCE.

RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 784,489, dated March 7', 1905.

Application iiled July 7, 1902. Serial No,114,'700.

To @ZZ who/1L it muy concern,.-

Be it known that I, PAUL H ALLoT, a citizen of France, residing at Vincennes. France, have invented certain new and useful Improvements in Railway-Brakes, of which the following' is a specification.

This invention i'elates to certain improvements in the railway-brakes for which I obtained Letters Patent Nos. 689,716 and 733,838 and which improvements are hereinafter fully described with reference to the annexed drawings, in whichw Figure 1 represents a balancing-valve applicable to all brakes operated by differential action (Wrenger type) and adapted to be employed instead of the valve 24 described in the specification of my above-mentioned pat` ent, No. 733,838. Fig. 2 shows a modification of this balancing-valve. Fig'. 3 shows the said balancing-valve applied more particularly to the winch or drum-brake described with reference to Fig. l of Patent No. 689,716. Fig'. -I shows a modification of the arrangement represented in Fig. 3. Fig. 5 shows a modilication of the arrangement .for regulating the skidding pressure in distributing-brakes, (l/Vestinghouse, &c.)

Referring to Figs. l and 2, it will be understood that the brakes of the train are applied by exhausting pressure from between the pistons m n. The application of the brakes brings the friction device 0 into contact with the car-wheel, as will be understood by inspecting' Fig. 2 of my Patent No. 733,838. l/Vhen the friction device 0 contacts with the `car-wheel, the cord p is wound thereupon,

and the lever g and connected piston c in cylinder d d consequently are moved to the right, which action causes air to be compressed in the right end of the cylinder Z and to be forced into the outer ends of the bi'ake-cylinder through the pipes z5. This increase of pressure in the outer ends of the brake-cylinder forces the pistons m ln. closer together and more strongly applies the brakes, as will be understood.

The balancing-valve or auxiliary cylinder, Fig. l, which can be used in substitution of the valve Q4 shown in Fig. l of my Patent No. 733,838, consists of a conical plug a, the stem or rod of which traverses the piston c and 'establishes communication between the two ends or chambers of the cylindci' or air-compresser (Z when the valve is raised from its seat. This stem or rod l is controlled by a small piston 1, sliding' with slight friction in the chamber or cylinder .7", which is arranged parallel with the axisof the rod of the piston c. A smallcompression-springg keeps the plug et down on its seat when equal pressure prevails in both ends or chambers of the cylinder (Z. The area of the small piston c is such that the plug a. is forced to quit its seat so soon as a certain excess of pressure occurs in that portion of the chamber orcylinder j' communicaing with the main conduit or train-pipe t. The purpose of this balancing-valve is to prevent partial sliding' of the vehicle-wheel on the rail when the skidding' pressure is attained. In fact, when thismaximuniol pressure is obtained the speed of the wheel will imniediately tend to decrease; but at the same time the sudden compression of the air by the piston c reacts so as to destroy the equilibrium and to return thepiston toward thel left. New

as the port vf, through which the c vlimlerf communicates with the main conduitor trainpipe 7i., is very small the piston f is not able to niove so quickly toward the left as the piston c. A portion of the compressed air from the brake-cylinder therefore l'lows to the rear of the piston c, the pressure on the brakeblocks decreases, and the wheel is constrained to preserve the speed of rotation corresponding to the movement of the train. When the skidding pressure is again attained, the same phenomenon is reproduced, the piston c moving backward each time a little moi'e toward the left of the cylinder d, which thus realizes the mechanical criterion of the decreasing scale of the skidding pressures.

The balancing-valve instead of being connected directly to the main conduit /i/ by the pipe] may be connected directly to the brakecylinder by the pipe Fig. Q, which leads into the space between the two large pistons m and fa. In this waythe fall of pressure effected by the displacement of the'piston c toward the right resulting from the working of the governor produces its effect directly in IOO the chamber common to these two pistons, and therebyincreases in proportion the air-pressure on the other face of these pistons, and hence the power of the brakes of each vehicle.

' The purpose and the operation of the balancing-valve, however, remain identical.

` links y, capable of engagement with the lever of five, ten, fifteen, and twenty tons.

vvious arrangement.

q and corresponding, respectively, with loads The stroke allowed to the piston c and the capacity of the cylinder (Z can thus be increased according to the load carried. This arrangement is, moreover, applicable to all systems of brakes. Y

Fig. 3 shows the application of the same balancing-valve to the winch or drum-brake forming the subjectof my aforesaid patents. The pipe t, which connects the cylinder Z with the chamber wherein the pressure is utilized, opens in this case in the space between the two pistons fr and f7", and the pipek opens under the piston 7'.

Fig. 4 shows a simplified form of the pre- The piston fr is here dispensed with andthe lever s is raised by a spring e, fixed to the underframing. This figure also shows another way of applyingl the frictionroller 0 to the wheel-tire. Said friction-roller is held 'away from the wheel-tire by means of a suitable elastic device 2. Through the arm 3 the rod u of the operating-piston 'fr passes freely, and a stop-nut 4, adjustably arranged on the pistonrod,moves itin opposition to the elastic device 2 when the decrease in pressure produced by the engineman reaches a predetermined degree. The drum ofthe governor will therefore not come into operation on the application of moderate braking action; but it will be the more energetic as the fall of pressure produced by the engineman is the stronger. This action may besides be combined with that of the spring o by interposing between the nut 4 and the arm 3 a suitable spiral spring.

Fig. 5 shows amodification of the arrangements applicable to brakes fitted with distributers, (Westinghouse, &c.) Its object is to isolate or cutoff the brake-cylinder Tfrom the auxiliary reservoir 8 during the working of the automatic governor so that the air compressed by the working of this latter can be entirely utilized to increase the effective pressure on the pistons 9 and 10. To this end the pipe 11, conveying the air from the auxiliary reservoir 8 to the brake-cylinder 7, is provided with a retaining clack-valve 12, which closes all communication with said reservoir 8 immediately the compressor comes into action. The principle of the working of the triple valve 13 remains the same. However, to exair from the two cylinders 7 and Z is effected.

at the moment of releasing the brake, and this so much the more rapidly as the pressure on the left face of the piston c of the compressor happens to be the more or less preponderant. For this purpose the triple valve is slightly modified-that is to say, the pipe 11 from the cylinder is so arranged as to open into the valve a little above the pipe 15. In order to avoid any slipping, even partial, of the vehicle-wheel when the skidding pressure is attained. the piston c is provided with a very small hole 16, through which air is free to pass to the left of the piston c, so causing the pressure in the cylinder Z to decrease progressively.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim isW 1. In afiuid-pressure brake,the combination of a train-pipe, a brake-cylinder, a piston in said brake-cylinder, an air-compressor connected with said brake-cylinder, a piston in said air-compressor, a frictional device adapted to be placed in contact with a movable part of the vehicle, said frictional device being connectedwith the piston of said air-compressor, and means for establishing communication between the opposite ends of said air-compressor.

2. In a fluid-pressure brake, the combination of a brake-cylinder, a piston in said brake-cylinder, a train-pipe connected with said brakecylinder on one side of said piston, an aircompressor connected with said brake-cylinder on the opposite side of said brake-piston, a piston in said air-compressor, a frictional device adapted to be placed in contact with a movable part of the vehicle, said frictional device being connected with the piston of said air-compressor, and means for establishing communication between the opposite ends of saidair-compressor.

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3. In a fluid-pressure brake,the combination of a brake-cylinder, a piston in said brake-cylinder, atrain-pipe connected with said brakecylinder on one side of said piston, an aircompressor connected with said brake-cylinder on the opposite side ot' said piston, a piston in said air-compressor, a frictional device adapted to be placed in contact with a movable part ot' the vehicle, said frictional device being connected with the piston of said aircompressor, an auxiliary cylinder connected with said aircompressor, a piston in said auxiliary cylinder, the stem of said piston being conically enlarged and passing through the piston of said air-compressor, and a connection between said' auxiliary cylinder and the train-pipe system of the train.

5. In a tluid-pressu re brake, the combination of a brake-cylinder, a piston in said brake-cylinder` a train-pipe connected with said brakecylinder on one side of said piston, an aircompressor connected with said brake-cylinder on the opposite side ot' said piston, a piston in said air-compressor, alever connected with the piston of said air-compressor, a liexible element connected with said lever, .a friction-pulley adapted to be placed in contact with a movable part ot' the vehicle, said fiexible element being adapt-ed to be wound on said frictional pulley, an auxiliary cylinder connected with said air-compressor, a piston in said auxiliary cylinder, the stern of said piston being' conically enlarged and extending through a conical aperture in the piston of said air-compressor, and a communication between said auxiliaryl cylinder and said trainpipe.

6. In afluid-pressure brake, the combination of a brake-cylinder, a pair of pistons in Said brake-cylinder adapted to operate in opposite directions, a train-pipe connected witlrsaid brake-cylinder between the pistons therein, an air-compressor, a communication between said air-compressor and each end ot' said brake-cylinder, a piston in said air-compressor, a lever connected with the piston of said air-compressor, a flexible element connected with said lever, a friction-pulley adapted to be placed in contact with a movable part of the vehicle, said flexible element adapted to be wound on said friction-pulley, an auxiliary cylinder connected with said air-compressor, a piston in said auxiliary cylinder, the stem of said piston being conically enlarged and extending through a conical aperture in the piston of said air-compressor, and a communication between said auxiliary cylinder and said train-pipe.

7. In a fluid-pressure brake, a compressor comprising' a cylinder and a piston, for automatically increasing' the fluid pressure by which the brakes are applied, and means for automatically establishing communication between the opposite ends of said compressor to reduce the pressure on thel brakes according to the reduction of the rotary speed of thc wheels.

8. In a fluid-pressure brake, a compressor comprising a cylinder and a piston, for automatically increasing the fiuidpressure by which the brakes are appliechand a balancingvalve for automatically establishing communication between the opposite ends of said compressor to reduce the pressure on said brakes.

9. In a fluid-pressure brake, a compressor comprising a cylinder and a piston, Jfor automatically increasing the fluid -vpressure by which the brakes are applied, and a balancing'- valve comprising an auxiliary cylinder and piston for automatically establishing' communication between the opposite ends of said aircompressor to reduce the pressure on said brakes.

In testimony whereotl I have hereunto set my hand in presence of two subscribing witnesses.

' PAUL HALLOT. Vitnesses:

EDWARD I). MACLEAN, ALFRED Faux. 

